Hydraulic power control system



Dec. 6, 1955 J. A. KANUCH 2,725,890

HYDRAULIC POWER CONTROL SYSTEM Filed MarCh 22, 1950 4 Sheets-Sheet l Dec. 6, 1955 J. A. KANUcH HYDRAULIC POWER CONTROL SYSTEM Filed March 22, 1950 Dec. 6, 1955 J. A. KANucH 2,725,890

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United States Patent Giiice 2,725,890 Patented Dec. 6, 1955*- 2,725,890 HYDRAULIC POWER CONTROL SYSTEM John A. Kanuch, South Euclid, Ohio, assignor to Borg- Wamer Corporation, Chicago, lll., a corporation of Illinois Application March 22, 1950, Serial No. 151,152 11 Claims. (Cl. 137115) hydraulically actuated device is not utilizing pressure. During this standby time, the hydraulic pressure is usually bypassed through a relief valve, vthe relief valve being, in accordpressure required to operate either the clutch or the brake. Accordingly, the pressure source conditioned to the needs of the system so that the standby condition, only minimum pressure s developed by the pressure generator, and as the pressure needs of the system increase, the pressure available is correspondingly increased.

A further object of the present invention is to provide a hydraulic power control system of the type indicated wherein a clear indication by pressure reaction, that is, by hydraulic feel, is provided for the operator, thus facilitating accurate control of the devices to be operated.

In accordance with one embodiment of this invention,

' suitable pressure source as applied to a hydraulic power control system operating a brake and clutch assembly, a variable relief valve is provided in conjunction with one or more sets of uid control valves connected to the brake and clutch actuating devices in such manner that opening'of either control valve for actuation of the associated device causes a relief valve opening control spring associated with the relief valve to be compressed, thereby increasing the pressure value at which the associated relief valve will open. The degree of compression of the relief valve spring is proportioned so that the pressure in the system at all times exceeds by a slight amount the pressure required by the devices to be actuated. Thus, when no actuating pressure is required, the relief valve bypasses at a minimum pressure level, thereby reducing the overall work load on the system and greatly increasing its useful life by minimizing wear. The arrangement of the invention also produces smoother operation of the clutch or brake and enables closer control of actuation by providing a pressure reaction clearly sensible to the operator.

Other objects and advantages of the present invention will be apparent from the following detailed description taken in conjunction with the drawings wherein:

Fig. 1 is a schematic view of a single hydraulic pressure control system in accordance with one embodiment of this invention;

Fig. 2 is a vertical, sectional view pressure control system in accordance with this invention, the view being taken substantially along the line 2 2 of Figs. 3 and 4 and showing to advantage two brake control valves and their associated relief valve;

Fig. 3 is a vertical, sectional view taken substantially along the line 3 3 of Figs. 2 and 4 and showing pri# marily the two relief valves of the dual system;

Fig. 4 is a transverse, sectional view taken substantially along the line 4 4 of Fig. 2;

Fig. 5 is a vertical, sectional view similar to Fig. 3, taken, however, along the line 5 5 of Fig. 2 and showing a brake control valve and 'a clutch control valve;

Fig. 6 is a plan view, partially in section, showing the arrangement ofthe control cams in the dual hydraulic Fig. 8 is a View similar to Fig. 5 showing, however, a

different latching arrangement for holding the brake released and a modified form of control valve.

In Order to facilitate understanding of the invention, the hydraulic valve control system of the invention will be lirst described in conjunction with a hydraulicallyV controlled winch assembly having associated therewith a brake for holding the winch drum stationary and a clutch engageable with a driven shaft to cause rotation of the winch drum. Both the brake and the clutch are controlled by hydraulically actuated pistons connected to a through the control valve assembly of this invention. In Figs. 2 through 8, a production form of dual control system is illustrated providing Winches independently. However, it will be apparent that the invention is equally applicable to a single winch or to more than two Winches.

Referring now to Fig. l of the drawings wherein the invention is illustrated as employed for controlling a single winch, and more particularly for controlling the actuation of the brake and clutch associated therewith, as referred to above, there is provided a reservoir or sump 10 for supplying hydraulic fluid to the system, and a pressure generator 11, such as a gear pump, is connected to the source 10 to provide the requisite hydraulic pressure. Pressure from the pressure generator 11 is supplied` to a hydraulic pressure control valve assembly desof a dual hydraulic` 3 Y ignated generally at 12, the same comprising the primary subject of this invention, and in accordance with the position of control lever 13, hydraulic pressure is applied either to a brake actuating piston 14 or to a clutch actuating piston 26.

It will be understood that both the brake and the clutch arrangements of which the pistons form a part of the servo system are shown by way of example only and to facilitate an understanding of the invention, and that many other brake or clutch arrangements may be employed without departing from the invention.

The brake is normally engaged but may be released by application of hydraulic pressure to piston 14 journalled in piston chamber 15; thus, the outer end of the brake piston rod 16 is pivotably connected to a lug 17 mounted at one end of a brake band 13. The other end of the brake band 18, in accordance with conventional practice, is secured to a fixed post 19. Brake band 18 encircles a drum 20 splined to a shaft 21 of the winch assembly and is normally held in engaged position by a helically coiled spring 22 disposed about piston rod 16 and urging the piston toward its retracted position. Application of hydraulic pressure to the brake piston 14 releases the brake.

A suitable clutch assembly for rotating the winch drum 20 may comprise a plurality of axially fixed friction discs 23 connected to winch shaft 21 and a cooperating set of axially movable friction discs 24 splined to a drum 25 driven by a suitable motor (not shown). A piston 26 is provided for engaging the dises 24 with the discs 23 to establish a driving connection, the piston being disposed in a suitable chamber 27. Spring 2S functions to yieldably hold piston 26 in its clutch disengaging position. By application of fluid pressure to the bacl: of piston 26, the piston moves against spring 28 engaging the clutch members.

From the foregoing, it will be evident that while the brake may be released as, for example, to permit the winch to rotate to lower the load, or the clutch may be engaged to drive the winch to raise the load, ordinarily there will be substantial periods during which neither hydraulic piston will require actuation. The present invention provides means for reducing the system hydraulic pressure to a minimum value during this standby time.

In Fig. l wherein the valve mechanism 12 is indicated somewhat schematically, it will be seen that this is accomplished by providing a brake disengaging control valve 30, which is held normally closed by an associated spring 31 but which may be opened by pivoting the control lever 13 to the left, as viewed in this gure, thereby rotating shaft 32 to which a double cam member 33 is keyed. Pivoting cam 33 to the left causes plunger valve to move downward, thereby opening a passage through the brake control valve chamber 35 from the pump 11 to the brake piston 14 and applying actuating pressure to the brake piston to disengage the brake.

In order to control the system pressure to a suitable value, in accordance with this invention, there is provided a variable relief valve 36, comprising essentially a plunger valve body 37 slidably journalled in relief valve chamber 38. The relief valve is normally held closed by a spring 40, the compression exerted by spring 40 being regulated by the position of a sleeve shaped retaining cap member 41 slidably journalled in the upper portion of the valve chamber. When the cam arm 33 is in its neutral position, that is,when the lever arm 13 is not pivoted to the right or to the left, the sleeve is then in its uppermost position, thus providing minimum cornpression on spring 40. With minimum compression on spring 40, the relief valve will open at its lowest pressure value, thereby bypassing and permitting return to the snmp of uid pressure generated by pump 11. However, when the cam arm 33 is pivoted in a counterelockwise direction to move brake control valve 30 downwardly, a land or projection 42 formed on the under side of Cir 4 cam 33 is caused to engage the upper surface of a anged end portion 43 provided at the upper end of sleeve cap 41, thereby moving the sleeve downwardly in proportion to the movement of the control lever arm 13. Compression of spring 40 raises the pressure level at which the relief valve will open. In accordance with the invention, the compression of spring 40 and the radial position of land 42 is selected with reference to the pressure needs of the system so that the relief valve is set to open at a pressure slightly exceeding at all times the pressure required for actuating the piston of either the brake or the clutch, as determined by the position of lever arm 13. Thus, when the lever arm is moved to its furthest pivoted position toward the left, maximum pressure is provided in the system, and the relief valve is set to open at its highest possible value.

A similar control valve arrangement 44 is provided for the clutch piston 26, the clutch control valve plunger 45 being moved downwardly to permit iluid to be applied to the clutch to energize the clutch by pivoting the control arm 13 to the right or Hoist position, as designated in the drawing. Movement of the lever arm to the right causes a second land or downward projection 46 formed on the under side of the cam arm 33 to engage the ilange 43 at its right side, as viewed in this figure, thereby to move downwardly the sleeve cap 41 of the relief valve spring 46 and to increase the relief pressure level.

Return of pressure to the sump 10 from the brake position is controlled by a regulator valve 47 associated with brake control valve 30 and from the clutch piston by a regulator valve 48 associated with clutch control valve 45. A spring Sil is associated with regulator valve 47 and normally holds the valve seated at the upper end of an axially extending passage 51 formed through the center of plunger valve 3G and communicating at its lower end with the piston chamber of the brake. Spring is selected to provide a compression force of a value such that the pressure exerted by energizing spring 22 associated with piston 14 is suicient in the absence of luid pressure from pump 11 on piston 14 to open the regulator valve 47 and permit return of uid to the sump, thus permitting engagement of the brake. It will be noted from Fig. l that when the control arm 13 is pivoted to the left to push the plunger valve 30 downwardly, the regulator spring 50 is compressed at the same time as spring 4G associated with the relief valve 36, thereby setting to a higher value the pressure required to open regulator valve 47. In the event excessive pressure is applied to brake piston 14 during actuation, it will be evident that regulator valve 47 will also be unseated. Regulator valve 4S and spring 52 operate in similar manner to regulate the maximum pressure which may be applied to the clutch piston 26 and, also, to permit return of iluid pressure to the sump when the lever arm is in a neutral position or moved toward the Lower position.

Because the movement of lever arm 13 is resisted by the several springs acting against the under side of cam 33, and the amount of resistance may be made proportional to the degree of movement of the lever, a direct pressure reaction is felt by the operator, and this reaction provides an accurate indication of the operating condition.

Referring now to the detail drawings, Figs. 2 through 8, it will be seen that the dual control valve assembly in accordance with this invention may comprise a generally rectangular valve block housing 55 enclosing two clutch control valves S6 and 57, two brake control valves 60 and 61, a relief valve 62 for the brake control valves and a relief valve 63 for the clutch control valves. These valves are interconnected by passages, as hereinafter described, to provide the control system of the invention. i

Inlet pressure from a suitable source of pressure, such as a gear pump (not shown),

hydraulic is applied to the control valve assembly through an inlet port 64 passages 76, 77 and 80, pressure is always supplied to the,

provided at the lower end of clutch lrehef valve cham brake control valves.

er 65, as shown in Fig 3 Inlet pressure is commum- Brake relief valve 62 is identical in construction with cated directly from the chamber 65 to clutch control clutch relief valve 63, brake relief valve 62 having a pevalve chambers 66 and 67, associated respectively with 5 ripheral groove 88 connected to the recessed lower end the clutch control valves 56 and 57 through a passage of the valve by radial apertures 89 to provide balanced 70 extending to the left, as viewed in Fig 7 and a passage distribution of pressure A flange or shoulder 86 is formed 71y extending to the right, from the lower portion of adjacent the upper end of the valve and seats on a rim chamber 65. l 87 formed at the Junction of the upper end of brake re- Relief valve plunger 63 sldably journalled in chamber l0 lief valve chamber 81 with a slightly larger upwardly ex- 65 comprises a generally cylindrical body portion having tending chamber 90 in which brake relief valve regulator a flange or shoulder 72 formed at the upper end thereof, spring 91 is positioned One or more axially extending the shoulder 72 seating on a rim 73 formed at the juncgrooves 87-a are provided in the periphery of rim 87 to tion of the upper end of chamber 65 with a somewhat prevent hydraulic blocking of valve action. When the larger chamber 74 enclosing the lower portion of a relief 15 Valve assembly is in its neutral position, the pressure exvalve regulator spring 75. The position of rim 73 and erted on the lower end of brake relief valve plunger 62 shoulder 72 are selected so that even when the valve will cause the plunger to move upwardly, and, if suflicient plunger 63 is in its lowermost position, the sidewardly to overcome the compression of spring 91, will place extending passages 70 and 71 leading to the clutch control chamber 81 in communication with sump return passage valves are always open and, thus, fluid pressure is always 92, as shown in Figs. 3 and 4. Return passage 92 comavailable at the clutch control valves, the pressure level municates at its right end, as viewed in Fig. 3, with the being regulated by the relief valve 63. One or more mid portion 0f a vertically extending return Passage 93, axially extending grooves 73-a are provided in the pethe lOWer end of Which may he eonneetedvthrough a Suitriphery of rim 73 to prevent hydraulic blocking of valve able conduit to the tiuid reservoir of the system. In action. 25 order to prevent iluid which may escape past the upper n In the neutral condition of this control valve assembly, ends of relief valves 62 and 63 into the chambers 9i)l and spring 75 is under no compression and, accordingly, pres- 74 from being trapped, a venting passage 98 is provided sure exerted against the under side of relief valve plunger for connecting both 0f these paSSageS t0 the Sump return 6,3 causes the plunger to move upwardly. Inpractice, PaSSage 93 Spring 91, like SPring 75S made Short the spring 75 is selected to have a length and compression 30 enough in over-all, fully extended length so that in the force Such that valve plunger 63 may move upwardly a neutral position of the valve assembly, the brake relief substantial distance and relieve pressure before encounter- ValVe 62 iS Permitted t0 rSe Substantially unimpeded by ing substantial resistance so that fluid pressure at the min- Spring l'eSlStanee for a Suitable dlStallee and t0 open 1he communicated from the inlet port 64 to the clutch control 35 Thus, under neutral condition 0f Operation, pressure stupvalves 56 and 57. Under normal operating conditions, Plied from the Pump iS returned to the PurnPvWith minithe pump is constantly supplying pressure, thereby caus mum resistance, and the Work reqnlred of the Purn iS, ing clutch relief valve 63 to move upward and when the accordingly, also held to a minimum, With resultant eeon compression force of spring 75 is exceeded to apply pres- OmieS 0f Operationsure to the brake relief valve 62 and from there to the 40 BY making Clutch relief ValVe reglllator Spring 75 brake control valves 60 and 61. heavier than brake relief valve regulator spring 91, it It will be noted that the lower end of valve 63 is pro- Will he eVident that a higher Pressure may lle made vided with a deep, cylindrical recess 68 which communiavailable for clutch actuation` than for brake actuation. cates through radially extending apertures 68ea with an Where a higher pressure level is required for brake conanriular groove 69 formed about the periphery 0f the 45 tIOl, then the lines Connected t0 the COlJtIOl Valve pOltS valve body. In this manner, pressure on the valve is bal- InUSt he interchanged, Since in a tandem arrangement anced and wear held to a minimum; only the first relief valve in a line of two canbe set to Pressure is communicated to the brake control valves oPen at a higher Value. ThnS, the maximum relief pres- 60 and 61 from a first passage 76, placed inceommunicasure to which the brake relief valve can be set corretion with inlet pressure when the clutch relief valve is in Sponds to the pressure at which the clutch relief valve its open, or partially open, position. When the valve 63 Will release is pushed upwardly due to pressure applied to the lower Referring 110W t0 FigS- 2, 5 and 6, it Will be Seen that end of valve 63, groove 69 is placed in communication a pair of control levers 94 and 95 are provided, one being with passage 76, thus supplying pressure to this passage positioned at the right side of the housing 55, as viewed metered in accordance with the relief valve setting Short in Fg- 2, and the Other on the left Side. COntrOl lever passage 76, as viewed n1 Fig. 3, is connected at its left 94 is employed to actuate either the clutch control valve end with chamber at a point adjacent the upper end 57 or the brake control valve 61 As the operation of thereof and connects at its right end with a veitically exthe brake control valve 60 and the clutch control valve tending passage 77 the lower end of which is closed by a 56 or of the brake control valve 61 and the clutch control plug 78. Passage 77 connects adjacent its lower end with 60 valve 57 is substantially identical, the description of an upwardly extending passage 8i), the upper end of which operation will be confined Vto the operation of the latter is connected to a vertically extending chamber 81 in which Set, that iS, the brake Control Valve 61 and clutch control the relief valve 62 for the brake control valves is jour- Valve 57. i i v nalled Pressure is supplied directly from the lower end The lower end 0f control lever 94 iS connected to the of chamber 81 to the brake control valves, irrespective 65 right end, aS Viewed in Fig. 6, of a stub shaft 96 which of the position of brake relief valve 62. is journalled in and extends to the left through an aper- Referring now to Fig. 7, it will be seen that a passage S2 ture 97 formed in the right Side Wall 0f a cam hOUSing extending to the left from chamber 81 communicates at 100 mounted 0n and Secured to the UPPer Side of the its left end with chamber 83 in which breite control valve control valve housmg 55, as Shown 1n Figs 2 and 3 60 is sldably journalled and that a second similar pas- 70 The portion of shaft 9,6 which extends into the housing sage 84, extending to the right from chamber 81, commu- 100 is axially apertured to receive substantially the ennicates at its right end with a chamber 85 Ain which the tire right half of a pilot shaft 101 the left half of pilot second brake control valve plunger 61 is sldably jourshaft 101 being journalled in a correspondingly aperrialled. It will, thus, be evident that so long as the clutch tured right portion of a shaft 103, the left end of which relief valve 63 is open and supplying pressure through the 7 7 95. Shaft 103 is journalled in the left side wall of housing 100, a suitable aperture 104 being provided therein in axial alignment with the aperture 97. Independent rotation of the shafts 96 and 103 is accomplished by pivoting the associated levers 94 and 9S, respectively, to the right or to the left, as viewed in Fig. 5.

Referring now to Fig. 5, it will be seen that both the brake plunger valve 61 and clutch plunger valve 57 have associated therewith respectively a control or regulator spring 105 and 106. Regulator spring 10S bears at its lower end against the upper end of a brake plunger regulator valve member 108 loosely journalled in a slightly enlarged intermediate chamber 108-a connected at its lower end to brake valve chamber 8S. At its upper end spring 105 gears against the underside of a piston 107 slidably journalled in a further enlarged, upper portion 110 of the brake valve chamber 85. Regulator spring 106 at its lower end bears against clutch plunger regulator valve member 109, loosely journalled in chamber 109-a, and at its upper end bears against the under side of a second piston 111, slidably journalled in an enlarged upper portion 112 of chamber 109-a. The purpose and operation of regulator valve members 108 and 109 will be explained hereinafter in connection with the description of the control of ud pressure return from the brake and clutch pistons. Y

By moving either piston 107 or 111 downwardly, the associated spring 105 or 106 is compressed and the control valve may be opened to supply pressure to the associated hydraulic motor. Movement of these pistons 107 and 111 is controlled by a cam structure mounted on the sleeve shaft 96, the cam structure comprising a first pair of cams 113 arranged to actuate piston 111 and mounted on the right side, as viewed in Fig. 5, of a sleeve 114 keyed to and disposed coaxially of shaft 96 and a second pair of cams 115 mounted on the left side of sleeve 114 and arranged to cooperate with piston 107.

The relief value setting of relief valve 63 associated with the clutch control valves is controlled by a cam 116 mounted at the left end of sleeve 114 and the relief value setting of relief valve 62 associated with the brake control valves is controlled by a cam 117 mounted on the opposite side of sleeve 114 from cam 116. Relief valves 62 and 63, as shown in Fig. 3, have associated therewith pistons 118 and 119, respectively, and movement of the pistons downwardly in their associated piston chambers 120 and 121 causes the pressure on the springs 91 and 75 to be increased, thereby increasing the relief value level. Each of the cams 113, 115, 116 and 117 is semicircular in configuration, as shown clearly in Figs. 3 and 5, and extends radially of the sleeve 114 so that pivoting of the lever 94 causes a substantial arcuate movement of the engaging surface of the cam.

Control of the movement of brake control valve piston 107 by the associated cam set 115 is effected through a post 122 secured to the upper end of piston 107 and extending vertically upwardly into the housing 100. A nut 123 is threaded on post 122 and its upper side is engaged by the lower edges of cams 115. It will be evident, therefore, from Fig. 5, that by pivoting lever arm 94 to the left to cause a counterclockwise rotation of cam set 115, the piston 107 will be moved downwardly. By providing the threaded nut 123, adjustment of the position of piston 107 with respect to the lower peripheries of cam set 115 is provided.

Similarly, a post 124 is mounted on the upper side of piston 111 associated with the clutch control valve 57, and at its upper end there is provided a nut or flanged head 125, the upper surface of which is engageable by the under side of the carn set 113 so that by pivoting i lever arm 94 to the right, the piston 111 may be moved downwardly.

It will be noted that the post 122, associated with brake piston 107, is made substantially longer than the post 124 associated with clutch piston 111 and is provided at its .1 upper end with a flange or head 126, the intermediate upwardly extending portion of post 122 being disposed between the spaced cams 115. It will be further noted that a small protuberance 127 is provided on the upper side of each cam of the cam set 115 and is located so as to engage the under side of the anged head 126 on post 122 when the brake valve piston 107 is in a lowered or depressed position and the control lever 94 is pivoted to the right. This particular arrangement is provided to insure that the brake control valve 61 will be fully closed to permit engagement of the brake prior to opening of the clutch control valve. In the arrangement described in conjunction with Fig. 1, it will be recalled that the brake is applied by means of a spring and released under hydraulic pressure. It has been found in practice that it is preferable to overdrive the brake in raising a load by engaging the clutch with the brake on rather than to chance dropping the load due to failure of the engine associated with the clutch drive or to slipping of the clutch. Because the operation is intermittent only, overheating of the brake is not a serious problem.

It is sometimes desirable to provide means for holding the brake in released position despite return of the control arm 94 to the neutral position. Thus, for example, where a long drag line is to be released or in any other condition where the brake is to be held released for a substantial period, it would be unnecessarily tiring for the operator to have to hold the control lever in brake release position for an extended period. Accordingly, a latch is provided in accordance with this invention by a ball detent 130 disposed in a laterally extending chamber 131, as clearly shown in Fig. 5 and a loading spring 132 bearing against the left side of ball 130 to cause it to engage the adiacent left side of brake piston 107. The periphery of piston 107 is provided with a suitable annular seating groove 133 in which the tip portion of detent ball 130 is received when the piston 107 is moved downwardly due to pivoting of the lever arm 94 to the left to align groove 133 with ball 130. When the detent ball 130 enters the groove 133, it is, due to the force exerted by spring 132, capable of preventing the piston from moving in response to the urging of spring 105 acting against the underside of the piston. However, when the lever arm 94 is moved to the right, the projections 127 on the upper side of cam set 115 engage the anged head 126 of post 122 and positively raise the piston 107 to unseat the detentball 130, thereby releasingspring 105 and permitting the brake control valve to close. A modified form of latch is illustrated in Fig. 8.

Control of the relief valve pistons 118 and 119 associated with relief valves 62 and 63 is effected in a manner similar to that for the pistons 107 and 111. More particularly, brake relief valve piston 118 has secured to the upper end thereof a vertically extending post 135, the upper end of which is provided with a head 136, adapted to be engaged by the under side of cam 117. Post 135 may be threaded into piston 118 and locked in position by a lock nut 137 after the vertical location of cam-engaging surface 136 has been adjusted. Similarly, piston 119 associated with the clutch relief valve 63 is provided with a post 140, which extends upwardly and terminates in a flanged head 141. Post 140 is threaded into piston 119, and a lock nut 142 is provided for securing head 141 in adjusted position. The upper surface of head 141 is adapted to be engaged by the cam 116, when this cam is pivoted downwardly.

It will be recalled that regulator spring 75 associated with the relief valve 63 and regulator spring 91 associated with relief valve 62 were described as selected so that no pressure was applied in the neutral position. Actually, each of these springs is made suiciently short so that there is a substantial space between the upper ends of the springs and the lower side of piston 119, in the case of spring 75, and of piston 118, in the case of spring 91, when the valves 63 and 62 are in their lowermost position, this being shown clearly in Fig. 3. Therefore, it is desirable in order to position and at the same time limiting the maximum upward movement of the pistons. Light spring 143 associated with piston 119 bears at its face of piston'119 when piston 143. Similarly, there is provided a light spring 146 which is yarranged to engage the underside of piston 118 at its setting the relief pressure value just slightly higher than the pressure demanded by the concurrentA setting of the clutch or brake control valve. Pivoting lever 94 to the left, as viewed in Fig. 5, causes'compression of springs 105'and 91 in like manner.

Anl identical arrangement s with the control lever arm 95 eiective on the left brakel effective on the mutual clutch and brake relief valve 62 and 63. -Because of the identity of arrangement, it is believed that a detailed description of the operating mechanism associated with clutch and brake control valves 60 It will be noted that the left control lever shaft 103 has provided at the rightv end thereof a cam 151 which is arranged to be engageable with'the left half of the head 136 of post 135 associated with relief valve piston 118, the cam 117 bearing on the right half onlyA of head 136. Similarly, cam 152 extending from the opposite side of shaft 103 is eugageable with the left half, as Fig. 6 of head 141 of post 140, associated with relief valve is closed, the flange 156 seats against the lowerY end of the chamber in which the valve stem or body is journalled, the lower edge of the chamber forming a valve seat. annular groove 157 lis formed about the periphery of the lower end of the grooves are of equal depth.

Each of the valve members 108 and 109, and each of the corresponding members assoclated with the brake and rounding the portion of the valve which projects below the ilange 156 and at their lower ends each of the springs bears against a retainer spider 171 held in the lower end of chamber 168 by a split ring 172. From the foregoing, it will be evident that by controlling the diamspring 167, the tendency of the valve to seat may be closely regulated.

the modifications are the same and are unchanged.

In some cases, it has detent ball to Fig. 8, a modified form of control 11 mounted on the left side wall of housing 100 and bearing at its right end portion against the left side of pawl 175.

In order to move the pawl 17S out of engagement with the head 123 of post 122 when the lever arm 94 is pivoted to the right to cause engagement of the clutch, a pin 181 is provided, the pin 181 being mounted between the two cam members comprising the cam set 115 in such a manner and location that the pin does not engage the side of the pawl 175 unless the lever arm 194 is pivoted to the right past its vertical or neutral position. This is accomplished by mounting the pin 181 substantially below the axis of rotation of cam set 115 so that upward movement of the cam set 115 will cause the pin 181 to move through an arcuate path which in its initial portion extends outwardly permitting the pin 181 to engage and push outwardly, that is, to the left, the pawl 175. The outward travel of pin 181 is made sufcient to unseat the shoulder 178 from the head 123 of post 122.

A modification may also be made in the control valve and associated valve member against which the upper end of the control valve seats. Thus, it has been found in practice that it is extremely difficult and expensive to form a conical valve seat, of perfect concentricity, such as desired for the seat 160, and to provide perfect concentricity of the outer periphery of the terminal surface 161 at the upper end of each valve. It will be evident that in the absence of a perfect line engagement, pressure will be permitted to leak past the valve seat to the sump return line.

To avoid this, a somewhat different arrangement of the valve seat 161 and upper terminal end of the control valve is employed. Thus, referring to Fig. 8, it will be seen that a valve member 182 may be provided, which corresponds substantially to the valve members 108 and 109, and the lower end of this valve member is cylindrically recessed at 183 to receive and guide the upper portion of a ball poppet 184. Similarly, the upper end of the axial aperture 155 extending through the valve body is sharply widened to provide a cylindrical chamber 185, the inner, upper periphery of which provides a valve seat for the ball poppet 184. The annular area 186 provided at the junction of the widened chamber portion 185 and the axial aperture 155 corresponds to the annular pressure responsive area 161 in the valves shown in Fig. 5 It will be readily evident that by selecting the amount by which chamber 185 exceeds in diameter that of the axial passage 155, the area of shoulder 186 may be closely regulated and thereby an accurate control had of the pressure unbalance tending to cause the valve to seat. At I the same time, because of the high degree of concentricity available in a poppet ball type of valve the diiculties encountered in machining are largely obviated.

Operation ln the operation of this hydraulic control arrangement, pressure is admitted through the inlet port 64 and applied to the brake and clutch control valves, respectively, at values determined by their associated relief valves, as has been explained hereinabove. By pivoting the control lever 94 to the left, as viewed in Fig. 5, and thereby compressing the relief valve control spring 91, the relief pressure level of the relief valve will be increased, thus making available to the brake valve 61 increased pressure. At the same time, the spring 105 associated with the brake control valve 61 will also be compressed, tending to open the brake control valve by moving flange 156 off its seat. Since the pressure unbalance tending to hold the valve seated is readily overcome by compression of spring 105, the valve is lifted off its seat quite readily, the spring 105 also functioning in conjunction with the relief valve spring 91 to provide operating reaction or feel. Lifting of the valve 61 from its seat will cause application of pressure to the associated brake mechanism. lf the lever has been pivoted far enough to the left to permit the ball detent 130 to enter the groove 133 in piston 107, then upon returning the leverto neutral position, the valve will remain open. However, when the valve is held open with the relief valve spring no longer compressed, it will be evident that the maximum pressure that can be maintained on the brake mechanism is the minimum value for which the relief valve is set. Thus, if the brake valve be held in the open position, with the lever arm 94 in neutral position, the load on the pressure supply system is reduced to a minimum.

Return pressure from the brake mechanism is effective to move the brake valve member 108 upwardly, upon overcoming the compression of spring 105. In one pro duction embodiment, the return spring of the brake servo motor is made suiciently strong to overcome the resistance provided by the valve member control spring when the latter is not compressed by pivoting the control lever, thus permitting return of pressure fluid to the sump. The resistance provided by the control spring 105 serves, however, to prevent emptying of the actuating system, thus keeping the system in readiness for operation.

Pivoting the control arm 95 to the right, as viewed in Fig. 5, raises brake piston 107 and compresses the spring 75 associated with clutch relief valve 63, thereby raising the relief pressure and making available to the clutch control valve 57 and clutch actuating mechanism connected thereto a higher value of pressure. At the same time, clutch control valve 57 will be moved downwardly to open the degree of opening depending on the amount by which the control lever is pivoted to admit pressure to the clutch mechanism. The operation is essentially the same as that of the brake mechanism except that no provision is made for holding the clutch control valve in open position. Upon return of the lever arm to the neutral position, return pressure from the clutch actuating mechanism is ef fective to move the valve element 109 upwardly to permit return of pressure to the sump.

The operation of the control valves under control of lever arm 94 is identical to that of the control valves under control of lever arm 95. The arrangement shown economizing by employing a single set of relief valves for both sets of control valves.

Where herein the various parts of this invention have been referred to as being located in a right or a left position or an upper or lower position, it will be understood that this is done solely for the purpose of facilitating description and that such references relate only to the relative positions of the parts as shown in the accompanying drawings.

What is claimed is:

l. In a hydraulic control valve system, a pair of relief valves connected in tandem, resilient means associated with the first in line of said relief valves for yieldingly holding said relief valve in closed position, resilient means associated with the second in line of said relief valves for holding said second relief valve in closed position, said second resilient means providing a lesser compression force than said first resilient means, said second relief valve being responsive to pressure made available to it through said first relief valve, a rst control valve connected in said system so that the pressure supplied to said control valve is regulated by said rst relief valve, a second control valve connected in said system so that the pressure supplied to said second control valve is controlled by said first and second relief valves, and means effective upon opening of either of said control valves to increase the pressure level at which the associated relief valve will open.

2. A hydraulic control valve system including, a relief valve for controlling the supply pressure level made avail able to the system, a piston for actuating said valve, a spring interposed between saidvalve and said piston, a

control valve having an axially extending passage formed therethrough, a second piston for opening said control valve, a shiftable valve interposed between said second piston and said control valve, said shiftable valve member being arranged to seat on one end of the passage formed through the control valve, a spring interposed between saidA control valve member and said second piston, and lever and camming means cooperating with said pistons and springs for increasing the pressure supply response level of said valves simultaneously with 'and in proportion to any degree of opening of said control valve, the increase in `response level of said valvesV and the degree of opening of said control valve being reflected into the lever means by a proportionate increase in resistance of said springs.

3. In a hydraulic control system, means defining a valve chamber, means defining a pressure supply port communicating with said chamber, means defining a relief valve for determining the maximum amount of supply pressure for said chamber, means defining a pressure utilization port communicating with said chamber, means defining a third port communicating with said chamber to place said chamber in communication with a zone of relatively low pressure, a groove formed about the outer peripheries of said valve adjacent one end thereof and located so as to receive supply pressure from said first port, one side wall of said groove defining the valve surface of said valve, said valve when shifted to open position placing said supply port and said utilization port in communication, a first pressure responsive surface on said control valve exposed to return pressure from said utilization port, a second pressure responsive surface of lesser area on said control valve also exposed to return pressure, said first pressure responsive area being located so that in response to pressure applied thereto the valve tends to seat, saidV second pressure responsive area being located so that in response to pressure applied thereto the valve tends to open thereby providing refined hydraulic control over the forces tending to seat said valve, and means for actuating said relief valve for increasing the responsel level of said valve to supply pressure simultaneously with the shifting of the control valve to open position.

4. In a hydraulic system, a control valve, means defining a pressure supply port in said control valve, relief valve means for determining the maximum level of supply pressure available to said control valve, means balancing said valve whereby said valve is not shifted in response to supply pressure variations, a first pressure responsive surface on said valve exposed to return pressure and tending in response to return pressure to hold said valve closed, a second pressure responsive surface on said valve exposed to return pressure and tending in response to return pressure to open said valve, said second surface having lesser extent than said first surface whereby said valve has a pressure unbalance and normally remains closed yet provides refined hydraulic control over the forces tending to close said valve, and means for overcoming the pressure unbalance and simultaneously causing said relief valve means to increase its maximum pressure response level to effect an increase in supply pressure made available to the control valve.

5. In a hydraulic system, a control valve having a pressure supply port and a pressure discharge port, means for controlling the supply of pressure to said control valve, means for supplying pressure to said control valve, means balancing said valve to supply pressure whereby said valve is not shifted in response to supply pressure variations, a first pressure responsive surface on said valve exposed to return pressure from said discharge port and tending in response to return pressure to hold said valve closed, a second pressure responsive surface on said valve exposed to return pressure and tending in response to return pressure to open said valve, said second surface having lesser extent than said first surface whereby said valve has a pressure unbalance and normally remains closed yet provides refined hydraulic control over the forces tending to close said valve, means overcoming said pressure balance and for opening said valve, and means for render- 14 ing inoperative said last-mentioned means wherebyr said first surfacev may hold said valve closed. Y

6. In a hydraulic system, a control valve including an' face on said valve exposed to return pressure and tending` in response to return pressure to hold said valve closed,

a second pressure responsive surface on said valve exposed to return pressure tending in response to return pressure to open said valve, said second surface having lesser extent than said first surface whereby said valve has a pressure unbalance and normally remains closed yet provides refined hydraulic control over the forces tending to close said valve, means for overcoming said pressure unbalance and for opening said valve, a relief valve associated with said control valve and arranged to open in response to return pressure of a predetermined value, and means for rendering inoperative said last-mentioned means whereby said first surface may hold said valve closed.

7. In a hydraulic system, a pair of control valves including an inlet port for receiving supply pressure and a pair of outlet ports for discharging pressure, means connecting said valves to a source of supply pressure including a pair of relief valves disposed between said control valves and said inlet port, one of the pair of said relief valves being responsive to a pressure level determined by the other of said relief valves, and means for opening said control valves a required degree, and means common to said control valves and to one of said relief valves for increasing the level of pressure required to open one of the relief valves in proportion to the pressure demand as indicated by the degree of opening of one of the control valves.

8. In a hydraulic system, a control valve including an inlet port for receiving supply pressure and an outlet port for discharging pressure, means for communicating supply pressure to said control valve, including a relief valve, means for increasing the pressure required to open the relief valve in proportion to the pressure demand as indicated by the degree of opening of the control valve, a second relief valve associated with said control valve and responsive to return pressure from said outlet port, means for simultaneously increasing the pressure required to open said second relief valve as the pressure required to open the first relief valve is increased to prevent opening of the second relief valve in response to supply pressure, and means for maintaining said control valve in open position when desired.

9. A hydraulic control system, an inlet port, and an outlet port, means defining a first set of control valves, and a second set of control valves, means defining a pair of relief valves, said inlet port being in communication with one of said relief valves, said second relief valve being placed in communication with said first relief valve, said first relief valve being in open communication with said first set of control valves, said second relief valve being in communication with said first relief valve only at a pressure level determined by said first relief valve, said second set of control valves being in communication with said second relief valve irrespective of the position of said second relief valve, and means common to said first relief valve and to at least one of said first set of control valves to increase the pressure response level of said first relief valve in proportion to the pressure demand as indicated by the degree of opening of at least one of said first set of control valves, and means common to said second relief valve and to at least one of said second set of control valves for increasing the pressure response level on said second relief valve in proportion to the pressure demand as indicated by the degree of opening of at least one of said second set of control valves.

of said second set of control valves will be fully closed prior to the opening of said first set of control valves. 

